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Module 19 Subdivision and Damage stability
OE1012 Ship Hydrostatics and Stability
Dr R Vijayakumar
Department of Ocean Engineering
IIT Madras
Introduction
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Introduction
• In the preceding module we discussed the buoyancy and stability of intact
ships.
• Ships, however, can suffer damages during their service.
• Hull damages that affect the buoyancy can be caused by collision, by grounding
or by enemy action.
• Water can enter the damaged compartment and cause changes of draught,
trim, and heel. Above certain limits, such changes can lead to ship loss.
• We expect a ship to survive a reasonable amount of damage, that is an amount
compatible with the size and tasks of the vessel.
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Introduction
More specifically, we require that a ship that suffered hull damage, to an extent
not larger than defined by pertinent regulations, should continue to float and be
stable under moderate environmental conditions.
Then passengers and crew can be saved. Possibly the ship herself can return or be
towed to a safe harbour.
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Introduction-survivability
To achieve survivability, the ship hull is subdivided into a number of watertight
compartments.
Some regulations specify the number of adjacent compartments that should be
assumed flooded. This number depends on the size and the mission of the ship.
The reason for considering adjacent compartments is simple. Collision, grounding,
or single enemy action usually damage adjacent compartments.
Flooding of adjacent compartments also can be more dangerous than flooding of
two non-adjacent compartments.
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Introduction-survivability
Adjacent compartments situated at some distance from the midship section can
cause large trim and submerge openings above the deck, leading thus to further
flooding.
Also, submerging part of the deck reduces the waterplane area and can cause a
substantial decrease of the metacentric radius.
Flooding of non-adjacent compartments, for example one in the forebody, the
other in the afterbody, can produce negligible trim.
Then, even with relatively large draught increases, the deck does not submerge,
the waterplane area is not reduced, and the metacentric height may be sufficient.
If the deck does not submerge, no openings are submerged.
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Introduction- need for subdivision and regulations
The need for international regulations governing the subdivision of the hull into
watertight compartments became clear after the Titanic disaster, in April 1912.
A meeting was convened in London leading to the adoption on 20 January 1914 of
an International Convention of the Safety of Life at Sea.
The convention is better known under its acronym, SOLAS. The first convention
should have been applied in July 1915, but the First World War stopped the
process.
In 1929 a new conference was held in London. The adopted text entered into force
in 1933. Technical developments made necessary a new conference; it was held in
1948.
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Introduction- need for subdivision and regulations
The next edition was the 1960 SOLAS Convention, organized this time by IMO
(about IMO see Section 8.2).
Several amendments were adopted in the following years
The 1974 SOLAS Convention was again held in London. Since then many important
amendments were issued, some of them influenced by major marine disasters,
such as those of the roll-on/roll-off passenger ferries Herald of the Free Enterprise,
near Zeebrugge, in March 1987, and Estonia, on 28 September 1994.
The latest major amendment has been the harmonization of the provisions on
subdivision and damage stability for passenger and cargo ships based on the
probabilistic method of determining damage stability.
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Introduction- need for subdivision and regulations
The new regulation has taken into account the results of the Harder research
project (Harmonisation of Rules and Design Rational), a project undertaken by a
consortium of European industrial, research, and academic institutions to study
the probabilistic approach for assessing the ship’s damage stability and to develop
new criteria and indexes of subdivision based on probability of survival.
At the moment of this publication SOLAS 1974 together with all its amendments is
the convention in force (see SOLAS, 2009, and de Juana and Garcia, 2009).
The provisions are meant for merchant ships and not for warships or ships
transporting troops.
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Introduction- need for subdivision and regulations
However, in the last years a number of navies have cooperated with classification
societies also in this direction. This implies problems some of which are discussed
by Riola and Pérez (2009).
SOLAS prescriptions cover many aspects of ship safety, among them fire
protection, life boats and rafts, radars, radio equipment, and emergency lighting.
What interests us in this book are the prescriptions referring to subdivision and
damage stability.
A detailed history of SOLAS activities can be found on a website organized by Metal
Safe Sign International Ltd, http://www.mss-int.com, or in the IMO website,
http:www.imo.org.
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Introduction- need for subdivision and regulations
A short history of damage regulations appears in Gilbert and Card (1990). A
commented history of the SOLAS achievements can be read in Payne (1994).
Because of the overwhelming importance of the SOLAS regulations we give here
the translations of the official title in four other languages:
Fr Convention internationale pour la sauvegarde de la vie humaine en mer
G Internationales Übereinkommen zum Schutz des menschlichen Lebens auf See
I Convenzione internazionale per la salvaguardia della vita umana in mare
S Convenio internacional para la seguridad de la vida humana en el mar
As mentioned above, the SOLAS regulations apply to merchant ships. Damage
regulations for
warships are provided in the same regulations that deal with their intact stability.
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A Few definitions
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Few definitions
In this section we introduce a few terms defined in the SOLAS conventions; they are also used by other regulations.
• The hull is subdivided into compartments by means of watertight bulkheads
• The deck up to which these bulkheads extend is called bulkhead deck
• After flooding of a prescribed number of compartments the ship shall not submerge beyond a line situated at
least 76 mm (3 in.) below the bulkhead deck at side The said line is called margin line
• The floodable length at a given point of the ship length is the maximum length, with the centre at that point,
that can be flooded without submerging the ship beyond the margin line
we see the sketch of a ship subdivided by
four bulkheads. The three waterlines
WL1,WL2, and WL3 are tangent to the
margin line. They are examples of limit lines
beyond which no further submergence of
the damaged ship is admissible
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Few definitions
In this section we introduce a few terms defined in the SOLAS conventions; they are also used by other regulations.
Permeability Let us suppose that calculating the volume of a compartment starting from its
dimensions we obtain the value v. There is almost no case in which this volume can be fully
flooded because almost always there are some objects in the compartment. Even in an empty
tank there are usually structural members – such as frames, floors, and deck beams – sounding
instruments and stairs for entering the tank and inspecting it. If we deduct the volumes of such
objects from the volume v we obtain the volume of the water that can flood the compartment;
let it be vF. The ratio
is called permeability; it is often noted by μ. More correctly, we should talk about volume
permeability, to distinguish it from a related notion that is the surface permeability
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Two Methods for Finding the Ship Condition After Flooding
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Damage of a Box-Shaped Ship
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Damage of a Box-Shaped Ship (Immersion)
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Damage of a Box-Shaped Ship (Immersion, Trim)
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Damage of a Box-Shaped Ship (Immersion, Trim, Heel)
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Damage of a Box-Shaped Ship (GZ Curve)
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Two methods to Measure the Ship’s Damage Stability
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Change in Position due to Flooding (Immersion)
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Change in Position due to Flooding (Immersion , TRIM)
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Change in Position due to Flooding (Immersion , Trim , Heel)
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Change in Position due to Flooding (Immersion , Trim , Heel)
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Concept of Lost Buoyancy Method (1/2)
* Hydrostatic Equilibrium
Displacement(D) = Buoyant Force = Weight(W)
Lost buoyancy method
“The water that enters the ship is considered still part of the sea,and the buoyancy of the flooded space is lost.”
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• Lost Buoyancy Method
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Concept of Lost Buoyancy Method(1/2)
* Hydrostatic Equilibrium
Displacement(D) = Buoyant Force = Weight(W)
Lost buoyancy method
“The water that enters the ship is considered still part of the sea,and the buoyancy of the flooded space is lost.”
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Concept of Lost Buoyancy Method(2/2)
* Hydrostatic Equilibrium
Displacement(D) = Buoyant Force = Weight(W)
• In this method, it is assumed that the flooded compartment has free communication with the sea.
• The flooded compartment can be considered as a sieve (or filter), and that offers no buoyancy to the
ship. Only the intact portions of the ship on either side of the flooded compartment contribute to the
buoyancy.
• Since buoyancy has been lost, it must be regained via an increase in the draft.
• The ship will sink until the volume (or displacement) of the newly immersed portions equals the
volume (or displacement) of the flooded compartment.
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Lost Buoyancy Method
The water that enters the damaged compartment is considered as an still part of the sea, and the buoyancy of the
flooded space is lost. .And the loss of buoyancy is regained by an increase of draft.
Loss of buoyancy: Sea water flooded into the damaged compartment is considered as part of the sea
Loss of buoyancy = Regained buoyancy by the increase of draft
AWP: water plane area of the ship
(Including water plane area of the damaged compartment)
a: water plane area of the damaged compartment
d: Draft before the compartment is not damaged
δd: Draft change due to damaged compartment
v: Volume of damaged compartment below initial water plane
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Added weight Method
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Concept of Added Weight Method(1/2)
* Hydrostatic Equilibrium
Displacement(D) = Buoyant Force = Weight(W)
A damage occurs.
Flooded water is considered as
the added weight.
Added weight will be equilibrium
with the buoyancy regained by an increase of draft
Added weight method
“The water that enters the damaged compartment is considered as an added weight with no loss of buoyancy.”
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Concept of Added Weight Method(2/2)
• The water that enters the damaged compartment is considered as anadded weight with no loss of buoyancy.
• This is a misnomer, since water in space open to the sea and free to run in or out does not actually add to a
ship’s weight.
• For calculation purposes, it is convenient to regard such flooding water as adding to the displacement.
• However, it must be remembered that the resulting (virtual) displacement not only differ from the initial
displacement, but varies with change in trim or heel.
• Since the added weight method involves a direct integration of volumes up to water plane at the damaged
condition, it is just as well adapted to dealing with complex flooding conditions as with simple ones.
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Added Weight Method
The water that enters the damaged compartment is considered as an added weight with no loss of buoyancy.
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General procedure for calculating the flooded water line
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General procedure for calculating the flooded water line
• Calculate permeable volume of compartment upto original waterline
• Calculate the TPC, longitudinal and lateral position of CF for the waterplane with the
damaged area removed
• Calculate the revised second moment of areas of the waterplane about the CF in the
two direction and hence new BMs;
• Calculate the parallel sinj=kage and rise of CB due to the vertical transfer of buoyancy
from the flooded compartment to thr layer
• Calculate the new GMs
• Calculate the angle of rotation due to the eccentricity of the loss of buoyancy from the
new CFs
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Thank you
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